Motor-car rear-wheel-brake mechanism



A. A. SEBASTIAN AND D. R. CAPES.

MDTOR CAR REAR WHEEL BRAKE MECHANISM.

APPLicATloN HLED MAR.10.19|6.

48,452, Patented Aug. 3, 1920.

2 SHEETS-SHEET l.

A. A. SEBASTIAN AND D. R. CAPES. MOTOR CAR REAR WHEEL BRAKE MECHANlsM.

APPLICATmN FILED MAR. I0. 19'16.

l Patented Aug. 3, 1920.

2 SHEETS-SHEET 2.

Yso

et this invention to construct an equalizing STATES PATENT OFFICE.

ALPHONSE A. SEBASTIAN AND DELBERT R. CAPES, OF CHICAGO, ILLINOIS, ASSIGNOIRS, BY DIRECT AND MESNE ASSIGNMENTS, yTO A.-C. MANUFACTURING COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION 0F ILLINOIS.

Moron-CAR REARAWHEELBBAKE MECHANISM.

YSpecification of Letters Patent.

Iatented Aug. 1920.

Application mea March 1o, 191e. serial No. 553,265. y

of' Chicago in the county of Cook and State of Illinois, have invented certain new and useful Improvements in a Motor-Car Rear-Wheel-Brake Mechanism; and we do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, and tothe numerals of reference marked thereon, which form a part of this specification.

The ordinary stock Ford car, as well known, is provided with a transmission foot or service brake, and an emergency brake which operates on the rear wheels of the car. The objection to a transmission serviceV brake is that in stopping the car the braking stress is transmitted through the propeller shaft, dierential and axle sections to the wheels keyed thereon, andas a result a jerky and inefficient braking effect is gained, especially if any play or looseness exists between the mechanisms connected between the transmission and the rear wheels of the car.

This invention relates to a simple attachment for Ford cars wherein the brake drums for the emergency brake "secured upon the rear wheels of the car are utilized in attaching rear wheel service brakes for actuation by the same foot pedal usually provided for operating the transmission brake, although preferably the transmission brake band is loosened so as not to operate when our improved attachment is associated with the car.

It is an object therefore of this invention to provide a service brake construction for adaptation to the rear wheels of a Ford car which may be interconnected for actuation by the usual transmission brake pedal provided on the car. Y

It is also an object of thisinvention to constructJ a service brake attachment comprising bands adapted to, be supported upon the ends of the axle housing of a Ford car to extend around ythe exterior of the emergency brake drums provided.y and actuatable through an equalizing bar by the usual transmission brake pedal provided on the car.

It is furthermore an important object of brake mechanism embracing bands disposed Y about the exterior of the emergency brake drums usually provided on the reary wheels of a Ford car and actuatable by the foot pedal provided to operate the usual transmission brake band.

'It is finally an object of this invention to construct a service brake for ,Ford cars adapted to be readily attached thereto andv actuated by the usual brake pedal provided for the purpose to brake directly uponythe rear wheels of the car.,

Theinvention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

In the drawings:

Figure l isa fragmentary top plan view of the rear end of a Ford chassis with parts omitted and parts broken away, illustrating a service brake embodying the principles of our invention associated therewith. Y

Fig. 2 is a Vdetail section taken on line 2 2 of Fig. l, with parts omitted and parts shown in elevation.

Fig. 3 is a fragmentary side elevation of the rear portion of a Ford chassis with parts broken away and shown in section.

Fig. 4L is an enlarged detail with parts in section, illustrating a brake band upon one of the brake drums.

Fig. 5 is a top plan view of the mechanism shown in ig. 4. e v

Fig. 6 isa section on line 6,-6 of Fig. 1.

As shown in the drawings:

The reference numerals 1, indicate the side channel sills of a Ford chassis, which are connected at their rear ends by an arched cross frame member 2, reinforced by gusset plates 3, and connected centrally beneath` v said arched member 2, is the usual semielliptic spring 4. The ends of the spring 4, are connected by means of shackles 5, to the ends of the rear kaxle housing, denoted bythe reference numeral l6, whereby lthe joint 10, at the transmission housing 8. Secured to the connection 10, are radius rods 11, which extend rearwardly in divergent relation and are connected to the disk shaped or circular ends 12, of the axle housing 6. Keyed upon the outer ends of the axle sections within the axle housing 6, one of which is shown in section in Figs, 3 and 1, denoted by the reference numeral 123, are rear wheels 14, and bolted to the `spokes of said rear wheels by means of bolts 1.5 are brake drums 16. Pivotal'ly mounted on the exterior of the transmission housing` 8, are three control pedals 17, 1S, and 19, respectively, of which the pedal 19, is connected to tension a brake band 20, within the transmission of the car. The brakes themselves for the rear wheels each comprises a band of metal 21, which, at its central exterior portion, is'provided with an apertured supporting lug 22, `riveted thereon, and a plate or bar 23, is riveted or bolted to the disk member 12,at the end of the axle liousin` to support said brake band by means ol. a pivot bolt 2411,` extending through said bracket bar and said apertured lug. Riveted or secured in any suitable manner upon `the interior surface of the metal brake band 21 is a brake lining-material 25.

Eyes 2G, are formed at each end of. the brake band 21, and threaded through a pivot bolt or stud 27n in the upper eye 26, is an adjustinlr bolt 28, provided at its lower end with a yoke 29, within which is pivoted a bent lever or crank 30. The lower end of said lever 30, is pivoted in the other eye 26, of the brake band, and it-is clearly obvious by'reference to Figxl, that a forward pull upon the lever 30, away from the brake band will serve to draw the respective eyes 26, of the band toward one another, thus contracting the band upon the brake drum 16. Connected to the upper end of each of the levers 80, are rods 31, which are in turn connected to the ends of an equalizing bar 32,V which is mounted transversely and slidably beneath the chassis sills 1, supported in bracket bars 33, for the purpose,` riveted on the under suriace of said sills 1. A pair of tension springs 3st, is provided, connected to the chassis sills 1, and to the equalizing bar 32, in the manner shown in Mig'. 1', that is, tending to draw the equalizing bar rearwardly to move the brake bands to the release position. Said equaliziney bar 32, is connected at its middle for actuation by a rod', which, as clearly shown, is pivotally connected to the usual brake pedal 19, provided on the ear. The equalizing` bar 32, is guided in its movement beneath the chassis sills by pins 3G. secured therein as shown in Figs.u 1 and G, which slide along` the inner edgesot the bracket bars 33.

i olf.

The operation is as follows:

The stock type of Ford car is provided with brake drums 1G, on the rear wheels thereof within the interior of which are the einerc-ency brake bands (not shown). The service brake, as described, consists of the band 20, on one of the transmission elements, aetuatable by a foot lever 19. The attachinentoi: our type of brake to the car requiresno alteration in the structure of the car mechanism, although as a general rule the transmission brake band 20, isv loosened so as to be entirely out of operation at all times. The brake drumsprovided on the ear are utilized by mounting the brake bands 21, around the exterior surface there- The brake bands are actuatable to clamping' engagement 'around the exterior of tlierdrum by an outward pull upon the brakelevers 30, received from pull rods 31, attached to the equalizing bar 32, which is in turn pulled 'forwardly by the rod 35, connected to the usual brake pedal 19.

@wing`v to the fact that the rod 35, exerts a slightly transverse pull upon the equalizinp` bar ,32, due to its angled connection therewith, .the resisting" tension springs 34e, are connected at an angle between the equalizing bar 32,l and the chassis Vsills 1, as clearly `shown in the plan view in Fig. 1, to compensate for the angularity of pull thereon. f Y

le are awarethat various details of construction may .be varied Vthrough a wide range without departing from the principles of .this inventiornand we'there'fore do not purposelimiting,` the patent granted otherwise than necessitated by the prior art.

life claim as our invention:

A motor car brake mechanism, comprising lnake bands disposed aroundthe wheel drums of the car, an ccuializing` bar sl'idably mounted on the chassis sills, means connecting` said bar with said brake bands, a rod pivotcd centrally to said Vbar anclmadapted to actuate the same to apply said brake bands, a pedal. to which the other end of said bar is connected and disposed at an angle to the point oi: connection of Said rod with said bar, and springs connected at an angle between saiifl. bar on cach side of its point ot connection with said rod and to the chassis oi' the .motor car and adapted"automatically to return said har to normal position and thereby release said brake bauds.4

ln testimony` whereof we have hereunto subscribedour names in the presence oil two subscribing witnesses.

ALPHONSE A. SEBSTL- DELBERT R. CAPES.

Vllitnesses: i

CHARLES W. HILLS, Jr., EARL M. HAnnINn. 

